Turbine engine hanger

ABSTRACT

A hanger for a turbine engine can include a first surface confronting a cooling airflow, a second surface facing a heated airflow, and a third surface radially outward of the first surface. The hanger can also include a cyclonic separator with a dirty air inlet and a clean air outlet, as well as a cooling air circuit extending through the cyclonic separator.

BACKGROUND

Turbine engines, and particularly gas or combustion turbine engines, arerotary engines that extract energy from a flow of pressurized combustedgases passing through the engine onto rotating turbine blades.

Turbine engines are often designed to operate at high temperatures toimprove engine efficiency. It is beneficial to provide cooling measuresfor components such as airfoils in the high-temperature environment,where such cooling measures can reduce material wear on these componentsand provide for increased structural stability during engine operation.

The cooling measures can include bleed air from the compressor that isrouted to the desired location in the engine. The bleed air can beutilized to provide purge air flow at specific component interfaces.Optimizing bleed air delivery and coverage further helps to improve theengine efficiency.

BRIEF DESCRIPTION

In one aspect, the disclosure relates to a hanger for a turbine engine.The hanger includes a first surface confronting a cooling airflow, asecond surface facing a heated airflow, a third surface radially outwardof the first surface, a cyclonic separator with a cyclone body at leastpartially defined by the third surface and having a dirty air inlet, aclean air outlet, and a scavenge outlet positioned radially outward ofthe clean air outlet, and a cooling air circuit having a cooling airinlet on the first surface and a cooling air outlet on the secondsurface and extending through the cyclonic separator between the dirtyair inlet and the clean air outlet.

In another aspect, the disclosure relates to a shroud and hangerassembly for a turbine engine. The shroud and hanger assembly includes ahanger with a first surface confronting a cooling airflow, a secondsurface facing a heated airflow, a third surface radially outward of thefirst surface, a cyclonic separator with a cyclone body at leastpartially defined by the third surface and having a dirty air inlet, aclean air outlet, and a scavenge outlet positioned radially outward ofthe clean air outlet, and a cooling air circuit having a cooling airinlet on the first surface and a cooling air outlet on the secondsurface and extending through the cyclonic separator between the dirtyair inlet and the clean air outlet. The shroud and hanger assembly alsoincludes a shroud with an inner surface confronting the second surfaceof the hanger, a heated surface facing the heated airflow, and a shroudcooling circuit fluidly coupled to the cooling air circuit and extendingthrough the shroud between a shroud inlet on the inner surface and ashroud outlet on the heated surface.

In yet another aspect, the disclosure relates to a turbine engineincluding a compressor, a combustor, and a turbine in axial flowarrangement. The turbine engine includes a cooled component having aninterior cooling passage and a heated surface facing a heated airflow,and a hanger with a first surface confronting a cooling airflow, asecond surface facing the heated airflow, a third surface radiallyoutward of the first surface, a cyclonic separator with a cyclone bodyat least partially defined by the third surface and having a dirty airinlet, a clean air outlet, and a scavenge outlet positioned radiallyoutward of the clean air outlet, and a cooling air circuit fluidlycoupled to the interior cooling passage, the cooling air circuit havinga cooling air inlet on the first surface and a cooling air outlet on thesecond surface and extending through the cyclonic separator between thedirty air inlet and the clean air outlet.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a schematic cross-sectional diagram of a turbine engine for anaircraft.

FIG. 2 is an enlarged view of a high pressure turbine section of theturbine engine from FIG. 1 including a shroud and hanger assemblyaccording to various aspects described herein.

FIG. 3 is a perspective view of a portion of the shroud and hangerassembly of FIG. 2.

FIG. 4 is a cross-sectional view of the shroud and hanger assembly ofFIG. 3 along line IV-IV including a cyclonic separator.

FIG. 5 is a cross-sectional view of the shroud and hanger assembly ofFIG. 4 illustrating airflows within the cyclonic separator.

FIG. 6 is a cross-sectional view of another shroud and hanger assemblywith a cyclonic separator according to various aspects described herein.

DETAILED DESCRIPTION

The described embodiments of the present disclosure are directed to ashroud and hanger assembly for a turbine engine. For purposes ofillustration, the present disclosure will be described with respect tothe turbine section in an aircraft turbine engine. It will beunderstood, however, that the disclosure is not so limited and may havegeneral applicability within an engine, including in a compressorsection of a turbine engine, as well as in non-aircraft applications,such as other mobile applications and non-mobile industrial, commercial,and residential applications.

Cooling airflows within turbine engines can carry dust or other debristhat can move into cooled components such as shrouds, hangers, airfoils,platforms, inner or outer bands, or the like. Such dust or debris cancollect within the interior of cooled components or cause blockageswithin cooling holes or passages. The removal of such debris can improvecooling performance and provide for reduced usage of cooling air.

Turbine engines can also include components formed at least partially byadditive manufacturing. As used herein, an “additively manufactured”component will refer to a component formed by an additive manufacturing(AM) process, wherein the component is built layer-by-layer bysuccessive deposition of material. AM is an appropriate name to describethe technologies that build 3D objects by adding layer-upon-layer ofmaterial, whether the material is plastic or metal. AM technologies canutilize a computer, 3D modeling software (Computer Aided Design or CAD),machine equipment, and layering material. Once a CAD sketch is produced,the AM equipment can read in data from the CAD file and lay down or addsuccessive layers of liquid, powder, sheet material or other material,in a layer-upon-layer fashion to fabricate a 3D object. It should beunderstood that the term “additive manufacturing” encompasses manytechnologies including subsets like 3D Printing, Rapid Prototyping (RP),Direct Digital Manufacturing (DDM), layered manufacturing and additivefabrication. Non-limiting examples of additive manufacturing that can beutilized to form an additively-manufactured component include powder bedfusion, vat photopolymerization, binder jetting, material extrusion,directed energy deposition, material jetting, or sheet lamination. Inaddition, an “additively manufactured” component can also include acomponent formed by investment casting, 3D printing, additive metal, orany combination thereof.

As used herein, the term “forward” or “upstream” refers to moving in adirection toward the engine inlet, or a component being relativelycloser to the engine inlet as compared to another component. The term“aft” or “downstream” used in conjunction with “forward” or “upstream”refers to a direction toward the rear or outlet of the engine or beingrelatively closer to the engine outlet as compared to another component.

As used herein, “a set” can include any number of the respectivelydescribed elements, including only one element. Additionally, the terms“radial” or “radially” as used herein refer to a dimension extendingbetween a center longitudinal axis of the engine and an outer enginecircumference.

All directional references (e.g., radial, axial, proximal, distal,upper, lower, upward, downward, left, right, lateral, front, back, top,bottom, above, below, vertical, horizontal, clockwise, counterclockwise,upstream, downstream, forward, aft, etc.) are only used foridentification purposes to aid the reader's understanding of the presentdisclosure, and do not create limitations, particularly as to theposition, orientation, or use of the disclosure. Connection references(e.g., attached, coupled, connected, and joined) are to be construedbroadly and can include intermediate members between a collection ofelements and relative movement between elements unless otherwiseindicated. As such, connection references do not necessarily infer thattwo elements are directly connected and in fixed relation to oneanother. The exemplary drawings are for purposes of illustration onlyand the dimensions, positions, order and relative sizes reflected in thedrawings attached hereto can vary.

FIG. 1 is a schematic cross-sectional diagram of a gas turbine engine 10for an aircraft. The engine 10 has a generally longitudinally extendingaxis or centerline 12 extending forward 14 to aft 16. The engine 10includes, in downstream serial flow relationship, a fan section 18including a fan 20, a compressor section 22 including a booster or lowpressure (LP) compressor 24 and a high pressure (HP) compressor 26, acombustion section 28 including a combustor 30, a turbine section 32including a HP turbine 34, and a LP turbine 36, and an exhaust section38.

The fan section 18 includes a fan casing 40 surrounding the fan 20. Thefan 20 includes a plurality of fan blades 42 disposed radially about thecenterline 12. The HP compressor 26, the combustor 30, and the HPturbine 34 form a core 44 of the engine 10, which generates combustiongases. The core 44 is surrounded by core casing 46, which can be coupledwith the fan casing 40.

A HP shaft or spool 48 disposed coaxially about the centerline 12 of theengine 10 drivingly connects the HP turbine 34 to the HP compressor 26.ALP shaft or spool 50, which is disposed coaxially about the centerline12 of the engine 10 within the larger diameter annular HP spool 48,drivingly connects the LP turbine 36 to the LP compressor 24 and fan 20.The spools 48, 50 are rotatable about the engine centerline and coupleto a plurality of rotatable elements, which can collectively define arotor 51.

The LP compressor 24 and the HP compressor 26 respectively include aplurality of compressor stages 52, 54 having blade assemblies 55 andvane assemblies 57. Each blade assembly 55 includes a set of compressorblades 56, 58 that rotate relative to each vane assembly 57 having acorresponding set of static compressor vanes 60, 62 (also called anozzle) to compress or pressurize the stream of fluid passing throughthe stage. In a single compressor stage 52, 54, multiple compressorblades 56, 58 can be provided in a ring and can extend radiallyoutwardly relative to the centerline 12, from a blade platform to ablade tip, while the corresponding static compressor vanes 60, 62 arepositioned upstream of and adjacent to the rotating blades 56, 58. It isnoted that the number of blades, vanes, and compressor stages shown inFIG. 1 were selected for illustrative purposes only, and that othernumbers are possible.

The blades 56, 58 for a stage of the compressor can be mounted to (orintegral to) a disk 61, which is mounted to the corresponding one of theHP and LP spools 48, 50. The vanes 60, 62 for a stage of the compressorcan be mounted to the core casing 46 in a circumferential arrangement.

The HP turbine 34 and the LP turbine 36 respectively include a pluralityof turbine stages 64, 66, having blade assemblies 65 and vane assemblies67 (FIG. 2). Each blade assembly 65 includes a set of turbine blades 68,70 that rotate relative to each vane assembly 67 having a correspondingset of static turbine vanes 72, 74 (also called a nozzle) to extractenergy from the stream of fluid passing through the stage. In a singleturbine stage 64, 66, multiple turbine blades 68, 70 can be provided ina ring and can extend radially outwardly relative to the centerline 12,from a blade platform to a blade tip, while the corresponding staticturbine vanes 72, 74 are positioned upstream of and adjacent to therotating blades 68, 70. It is noted that the number of blades, vanes,and turbine stages shown in FIG. 1 were selected for illustrativepurposes only, and that other numbers are possible.

The blades 68, 70 for a stage of the turbine can be mounted to a disk71, which is mounted to the corresponding one of the HP and LP spools48, 50. The vanes 72, 74 for a stage of the compressor can be mounted tothe core casing 46 in a circumferential arrangement.

Complementary to the rotor portion, the stationary portions of theengine 10, such as the static vanes 60, 62, 72, 74 among the compressorand turbine section 22, 32 are also referred to individually orcollectively as a stator 63. As such, the stator 63 can refer to thecombination of non-rotating elements throughout the engine 10.

In operation, the airflow exiting the fan section 18 is split such thata portion of the airflow is channeled into the LP compressor 24, whichthen supplies pressurized air 76 to the HP compressor 26, which furtherpressurizes the air. The pressurized air 76 from the HP compressor 26 ismixed with fuel in the combustor 30 and ignited, thereby generatingcombustion gases. Some work is extracted from these gases by the HPturbine 34, which drives the HP compressor 26. The combustion gases aredischarged into the LP turbine 36, which extracts additional work todrive the LP compressor 24, and the exhaust gas is ultimately dischargedfrom the engine 10 via the exhaust section 38. The driving of the LPturbine 36 drives the LP spool 50 to rotate the fan 20 and the LPcompressor 24.

A portion of the pressurized airflow 76 can be drawn from the compressorsection 22 as bleed air 77. The bleed air 77 can be drawn from thepressurized airflow 76 and provided to engine components requiringcooling. The temperature of pressurized airflow 76 entering thecombustor 30 is significantly increased. As such, cooling provided bythe bleed air 77 is necessary for operating of such engine components inthe heightened temperature environments.

A remaining portion of the airflow 78 bypasses the LP compressor 24 andengine core 44 and exits the engine assembly 10 through a stationaryvane row, and more particularly an outlet guide vane assembly 80,comprising a plurality of airfoil guide vanes 82, at the fan exhaustside 84. More specifically, a circumferential row of radially extendingairfoil guide vanes 82 are utilized adjacent the fan section 18 to exertsome directional control of the airflow 78.

Some of the air supplied by the fan 20 can bypass the engine core 44 andbe used for cooling of portions, especially hot portions, of the engine10, and/or used to cool or power other aspects of the aircraft. In thecontext of a turbine engine, the hot portions of the engine are normallydownstream of the combustor 30, especially the turbine section 32, withthe HP turbine 34 being the hottest portion as it is directly downstreamof the combustion section 28. Other sources of cooling fluid can be, butare not limited to, fluid discharged from the LP compressor 24 or the HPcompressor 26.

FIG. 2 is an enlarged view of a portion FIG. 1 more clearly illustratinghalf of an annular channel 49 at the HP turbine 34; it should beunderstood that the HP turbine 34 can include additional components notillustrated. The HP turbine 34 can include multiple turbine stages 64.Each turbine stage 64 can include pairs of airfoil assemblies, and isillustrated as including the exemplary blade and vane assemblies 65, 67.While an HP turbine 34 is illustrated, aspects of the present disclosurecan be applied to other areas of the engine including the LP turbine 36and the compressor section 22, and also including the exemplary bladeand vane assemblies 55, 57 (FIG. 1). In addition, it should beunderstood that the HP turbine 34 can include more or fewer stages 64than illustrated, and that the stages 64 are for illustrative purposesonly.

The blade and vane assemblies 65, 67 are provided within the annularchannel 49 in a circumferentially-spaced arrangement of blades 68 andvanes 72 through which the flow of combustion gases can move. The bladeassemblies 65 can include the blades 68 mounted to blade platforms 88and extending radially out from dovetails 90. The dovetails 90 aremounted to the disk 71, which are collectively connected to form therotor 51.

A plurality of hangers 95 are schematically illustrated as being coupledto the core casing 46 (FIG. 1) and configured to support a correspondingplurality of annular shrouds 97, where each of the shrouds 97 surroundscorresponding blades 68. Together the hanger 95 and shroud 97 can definea shroud and hanger assembly 100. The hangers 95 and shrouds 97 areillustrated in FIG. 2 with rectangular geometric profiles for clarity,and it should be understood that any desired geometric profile can beutilized. In addition, either or both of the hangers 95 and shrouds 97can include attachment arms, seals, interior cavities, baffles, or anyother desired component suitable for the environment of the shroud andhanger assembly 100.

Further details of the shroud and hanger assembly 100 are shown in FIG.3. The hanger 95 can include a first surface 101 confronting a coolingairflow 115, a second surface 102 facing a heated airflow 117, and athird surface 103 radially outward of the first surface 101. In theexample shown, the second surface 102 of the hanger 95 is spaced fromthe heated airflow 117 by the shroud 97. It should also be understoodthat the hanger 95 can form a section of an annular shroud and hangerassembly. In the example shown, the hanger 95 and shroud 97 form aportion of the annular shroud and hanger assembly 100 that circumscribesthe HP turbine 34 and surrounds the corresponding blades 68.

A cyclonic separator 120 can be included within the hanger 95. It iscontemplated that the hanger 95 can have a monolithic body 105, wherethe third surface 103 at least partially defines the cyclonic separator120. In such a case the cyclonic separator 120 can unitarily formed withthe hanger 95, such as through additive manufacturing. As illustrated,the monolithic body 105 includes multiple cyclonic separators 120, whichare in a circumferentially-spaced arrangement in the monolithic body.Any number of cyclonic separators 120 can be included. In addition,diagonal load braces 104 can be provided along the third surface 103 foradded structural stability of the hanger 95. In such a case, multiplecyclonic separators 120 can be included between adjacent diagonal loadbraces 104 as shown.

The cyclonic separator 120 can also form part of an internal conduitwithin the hanger 95 for the cooling airflow 115. For example, a set ofcooling air inlets 108 can be formed in the first surface 101 of thehanger 95, such that the cooling airflow 115 can enter the body of thehanger 95. Any number, size, or shape of cooling air inlets 108 can beutilized.

FIG. 4 illustrates a sectional view of the shroud and hanger assembly100. A reference line 13 is shown that is generally representative of,and parallel to, the engine centerline 12. The cyclonic separator 120can include a cyclone body 122 having a conical portion 124 and acylindrical portion 126, as well as a centerline 132 as shown. In theexample shown, the conical portion 124 and cylindrical portion 126 ofthe cyclonic separator 120 are aligned with the centerline 132 as shown.In other, non-limiting examples (not shown), the conical portion 124 andcylindrical portion 126 can be unaligned with the centerline 132, oreach can be parallel to and offset from the centerline 132.

It is further contemplated that the centerline 132 of the cyclonicseparator 120 can be unaligned with the centerline 12 of the turbineengine 10. For example, the cyclonic separator 120 can be oriented at anangle such that its centerline 132 is parallel to the diagonal loadbrace 104 (FIG. 2).

The cyclonic separator 120 can further include a tangential dirty airinlet 134, a scavenge outlet 136, and a clean air outlet 138. As shown,the dirty air inlet 134 and clean air outlet 138 are located in thecylindrical portion 126, and the scavenge outlet 136 is located in theconical portion 124. In addition, the scavenge outlet 136 can bepositioned radially outward of the clean air outlet 138. The dirty airinlet 134 can also be positioned radially outward of the clean airoutlet 138, such as between the clean air outlet 138 and the scavengeoutlet 136.

A clean air conduit 135 can be positioned within the cyclonic separator120 adjacent the dirty air inlet 134 and clean air outlet 138, andfluidly coupled to the scavenge outlet 136. The clean air conduit 135can have an annular geometric profile about the centerline 132. In theexample shown, the clean air conduit 135 can at least partially extendover, and be spaced from, the dirty air inlet 134 to prevent air fromflowing directly from the dirty air inlet 134 to the clean air outlet138.

An inlet conduit 140 can extend into the monolithic body 105 and fluidlycouple the cooling air inlets 108 and the dirty air inlet 134. In analternate example (not shown), the dirty air inlet can be positioned onthe first surface 101 to define the cooling air inlet, with no inletconduit utilized. In still another example (not shown), a single coolingair inlet can be fluidly coupled to multiple cyclonic separators. Itwill also be understood that while illustrated with two cooling airinlets 108 fluidly coupled to the inlet conduit 140, any number ofcooling air inlets 108 can be utilized, including a single cooling airinlet 108 coupled to a single inlet conduit 140.

A cooling air outlet 144 can be formed on the second surface 102 of themonolithic body 105, and an outlet conduit 142 can extend into thecyclone body 122 and fluidly couple the clean air outlet 138 and thecooling air outlet 144. In this manner, the monolithic body 105 candefine a cooling air circuit 155 between the cooling air inlet 108 onthe first surface 101 and the cooling air outlet 144 on the secondsurface 102. The cooling air circuit 155 can pass through the cyclonicseparator 120 between the dirty air inlet 134 and the clean air outlet138 as shown. It is further contemplated that the clean air outlet 138can have an outlet centerline 139 that is aligned with the centerline132.

It should be understood that air exiting the clean air outlet 138 canstill carry some dirt or debris, wherein the majority of dirt or debrisentering the cyclonic separator 120 can exit via the scavenge outlet136. Where “clean air” is described herein, it should be understood that“clean” can refer to the removal of a portion less than the entirety ofcontaminants that may be present in the airflow. It should also beunderstood that in an example where the monolithic body 105 definesmultiple cyclonic separators 120 (FIG. 3), multiple cooling air circuits155 can extend through each of the corresponding multiple cyclonicseparators 120.

In addition, the conical portion 124 can define a first length 128, andthe cylindrical portion 126 can define a second length 130. In theillustrated example the first length 128 is greater than the secondlength 130. However, it is also contemplated that the first length 128can also be equal to, or less than, the second length 130. The firstlength 128, second length 130, and ratio of the lengths 128, 130 can betailored to adjust any or all of an airflow speed within the cyclonicseparator 120, a rate of contaminant removal from an airflow within thecyclonic separator 120, or a dust/debris particle size limit to beremoved from the airflow within the cyclonic separator 120. In oneexample, faster airflows through the separator 120 can cause increasedrates of particle removal via the scavenge outlet 136. In anotherexample, slower airflows can provide for removing larger particle sizesfrom the airflow.

The hanger 95 can further include an aft wall 109 having at least onebleed hole 110. The at least one bleed hole 110 is illustrated forclarity as a single hole extending through the aft wall 109. It will beunderstood the at least one bleed hole 110 can include multiple holes,any or all of which can be straight or curved and can have any suitablecenterline angle with respect to the aft wall 109. The bleed hole 110can be fluidly coupled to the scavenge outlet 136 as well as to a benignregion 145 of the turbine engine 10. As used herein, a “benign region”will refer to a region of the turbine engine 10 that is not adverselyaffected by the presence of dust or debris, or has a sufficienttolerance to the presence of dust or debris such that performance orefficiency of the turbine engine 10 is not reduced by an undesirableamount. For example, some regions within the engine 10 such as anupstream or downstream purge cavity can be cooled or prevented fromingesting hot combustion gas flows by the use of cooling air, even asdebris may be present within the cooling air. “Benign region” can alsorefer to a region of the turbine engine 10 that is easily accessed orcleaned such that any accumulated dust or debris can be easily removed.

The shroud 97 can be coupled to the hanger 95 to form the shroud andhanger assembly 100. The shroud 97 can include a shroud body 160 with aninner surface 161 confronting the second surface 102 of the hanger 95and a heated surface 162 facing the heated airflow 117. A shroud coolingcircuit 166 can extend through the shroud body 160 between a shroudinlet 164 on the inner surface 161 and a shroud outlet 168 on the heatedsurface 162. For clarity, the shroud cooling circuit 166 is illustratedschematically as a single passage extending through the shroud body 160.It will be understood that the shroud cooling circuit 166 can furtherinclude a plurality of passages, cavities, or other internal features(not shown), and can be formed with any desired size, geometry, or shapewithin the shroud body 160. In one non-limiting example the shroudcooling circuit 166 can be in the form of a plurality of film holesextending between the inner surface 161 and the heated surface 162. Inanother non-limiting example the shroud cooling circuit 166 can includea plurality of fluidly-coupled internal passages within the interior ofthe shroud body 160.

It is contemplated that the shroud cooling circuit 166 can be fluidlycoupled to the cooling air circuit 155 in the hanger 95. Morespecifically, the shroud inlet 164 can be fluidly coupled to the cleanair outlet 138 at the cylindrical portion 126 of the cyclone body 122.

FIG. 5 illustrates air flowing through the shroud and hanger assembly100 during operation of the engine 10 (FIG. 1). Debris-laden cooling air116 (illustrated with arrows) can enter the monolithic body 105 throughthe cooling air inlet 108 and flow into the cyclone body 122 via thedirty air inlet 134. A portion of the debris-laden cooling air 116 canmove through the scavenge outlet 136 to define a scavenge airflow 118.The remaining portion of the debris-laden cooling air 116 can define acleaned cooling airflow 119 that moves through the clean air outlet 138.

The dirty air inlet 134 can form a tangential inlet such that thedebris-laden cooling air 116 can swirl within the cyclone body 122around the clean air conduit 135 and move toward the conical portion124. The converging sloped walls of the conical portion 124 can causethe swirling cooling airflow 116 to increase in speed while movingtoward the scavenge outlet 136. Dust, dirt, or other debris 135 withinthe swirling cooling air 116 can have sufficient momentum to exit thescavenge outlet 136 within the scavenge airflow 118. The cleaned coolingairflow 119 can be redirected back toward the cylindrical portion 126.The cleaned cooling airflow 119 can then flow through the outlet conduit142 and exit the hanger 95 via the clean air outlet 138. In this mannerthe cooling air circuit 155 can extend through both the conical portion124 and cylindrical portion 126 of the cyclonic separator 120.

It is also contemplated that the scavenge outlet 136 of the cyclonicseparator 120 can be fluidly separated from the shroud cooling circuit166 such that debris 135 is prevented from entering the shroud coolingcircuit 166. In addition, the scavenge airflow 118 can exit the hanger95 via the at least one bleed hole 110 and enter the benign region 145.For example, the scavenge airflow 118 can flow through the bleed hole110 and enter the main combustion gas flow (not shown) downstream of thehanger 95. It is contemplated that the scavenge airflow 118 through theat least one bleed hole 110 can have a flow rate less than a flow rateof cleaned cooling air through the clean air outlet 138. In anotherexample, the scavenge airflow 118 through the at least one bleed hole110 can have a flow rate less than a flow rate of debris-laden coolingair 116 entering the dirty air inlet 134.

After exiting the hanger 95, the cleaned cooling airflow 119 can enterthe shroud 97 via the shroud inlet 164. Further, cleaned cooling airflow119 exiting multiple cyclonic separators 120 of the monolithic body 105(FIG. 3) can enter at least one shroud inlet 164. In one example, eachshroud inlet 164 can be coupled to a corresponding single clean airoutlet 138 of the hanger 95. In another non-limiting example, multipleclean air outlets of the hanger can be fluidly coupled to a singleshroud inlet; in still another example, a single clean air outlet of thehanger can be fluidly coupled to multiple shroud inlets. After enteringthe shroud 97, the cooling air 116 can then flow through the shroudcooling circuit 166 and exit the shroud 97 via the shroud outlet 168. Innon-limiting examples, the exiting cooling air 116 can be utilized forcooling the heated surface 162 of the shroud 97 or as purge air forregions of the engine 10 proximate the shroud and hanger assembly 100.

While the cooled component is illustrated as the shroud 97, this is byway of example and is not intended to limit aspects of the disclosuredescribed herein. It is contemplated that the cooling air circuit 155 ofthe hanger 95 can be fluidly coupled to any cooled component within theturbine engine 10 having any suitable cooling passage, as well as aheated surface facing a heated fluid flow. Such a cooling passage of thecooled component can be fluidly coupled to at least one of the multiplecooling air circuits 155 of the hanger 95. It will be understood thatany cooled component within the engine 10, including a cooled airfoilsuch as a rotating blade or a stationary vane, can be fluidly coupled tothe hanger 95 and cyclonic separator 120.

It will be understood that the shroud cooling circuit 166 can includeany desired or suitable form of cooling circuit, including those notexplicitly illustrated. In one example, the shroud cooling circuit canbe in the form of at least one film hole (not shown) extending betweenthe shroud inlet and shroud outlet. In another example, the shroudcooling circuit can include multiple interior cooling passages (notshown) fluidly coupled to the shroud inlet and shroud outlet, throughwhich cleaned cooling air from the cyclonic separator can flow andprovide cooling for the shroud body. In still another example (notshown), the shroud cooling circuit can include a combination of filmholes, cooling passages, and other fluidly connected conduits extendingthrough and within the shroud to provide cooling air to the shroud.

Turning to FIG. 6, another shroud and hanger assembly 200 is illustratedthat can be utilized in the turbine engine 10 of FIG. 1. The shroud andhanger assembly 200 is similar to the shroud and hanger assembly 100;therefore, like parts will be identified with like numerals increased by100, with it being understood that the description of the like parts ofthe shroud and hanger assembly 100 applies to the shroud and hangerassembly 200, except where noted.

The shroud and hanger assembly 200 includes a hanger 195 with a firstsurface 201 confronting a cooling airflow 215, a second surface 202confronting a heated airflow 217, and a third surface 203 radiallyoutward of the first surface 201. The hanger 195 also includes acyclonic separator 220 with a cyclone body 222 having a dirty air inlet234, a scavenge outlet 236, and a clean air outlet 238. The cyclone body222 can also have a conical portion 224, cylindrical portion 226, andcenterline 232 as shown. It is also contemplated that the hanger 195 caninclude a monolithic body 205 having the first surface 201, secondsurface 202, third surface 203, and cyclonic separator 220.

A cooling air circuit 255 can extend through the hanger 195. The coolingair circuit 255 can include a cooling air inlet 244 on the first surface201 and a cooling air outlet 244 on the second surface 202. The coolingair circuit 255 can also extend through the cyclonic separator 220between the dirty air inlet 234 and the clean air outlet 238.

The shroud and hanger assembly 200 can also include a shroud 197 with aninner surface 261 confronting the second surface 202 of the hanger 195,as well as a heated surface 262 facing the heated airflow 217. Theshroud 197 can also include a shroud cooling circuit 266 fluidly coupledto the cooling air circuit 244 between a shroud inlet 264 on the innersurface 261 and a shroud outlet 268 on the heated surface 262.

One difference is that a baffle 270 can be included in the shroud andhanger 200. The baffle 270 can include a set of perforations 272 asshown. The baffle 270 can be positioned between the first surface 201 ofthe hanger 195 and the inner surface 261 of the shroud 197. In theillustrated example, a pre-impingement cavity 274 is defined between thebaffle 270 and the first surface 201 of the hanger 195, and apost-impingement cavity 276 is defined between the baffle 270 and theinner surface 261 of the shroud 197.

During operation, debris-laden cooling air 216 can flow through thecooling air circuit 255 and enter the cyclonic separator 220. Cleanedcooling air 219 can exit the cyclonic separator 220 via the clean airoutlet 238, enter the pre-impingement cavity 274, and impinge and flowthrough the perforated baffle 270. The cleaned cooling air 219 can thenenter the post-impingement cavity 276 and impinge the inner surface 261of the shroud 197 to cool the shroud 197. The cleaned cooling air 219can also enter the shroud inlet 264, flow through the shroud coolingcircuit 266, and flow through the shroud outlet 268. In one example, theshroud cooling circuit 266 can include at least one internal coolingpassage where the cleaned cooling air 219 can provide for heat reductionwithin the shroud 197. In another example, the shroud outlet 268 can bein the form of at least one film hole, where the cleaned cooling air 219can provide cooling for the heated surface 262 of the shroud 197. Instill another example, the shroud outlet 268 can be in the form of atleast one ejection hole to reduce possible stagnation proximate theheated surface 262.

Aspects of the present disclosure provide for a variety of benefits,including an increase in component lifetime in engines that operate inhigh dust environments. It can be appreciated that the hanger withcyclonic separator can provide for cleaned cooling air without need ofadditional upstream separators or other debris removal components, andremoval of debris can improve cooling performance of the cooling air.Improved cooling performance can provide for less cooling air suppliedto the cooled engine components, improving engine efficiency duringoperation.

In addition, the use of an additively-manufactured hanger withintegrated cyclonic separator can provide for custom-tailored geometryof internal cooling passages, conduits, inlets, outlets, or shaping ofwalls such that a rate of dust removal, or a type or size of dustremoval, can be optimized. For example, one portion of the annularshroud and hanger assembly may be tailored to remove dust particleslarger than a predetermined size, where another portion of the annularshroud and hanger assembly can be tailored to remove as much dust aspossible regardless of particle size.

It should be understood that application of the disclosed design is notlimited to turbine engines with fan and booster sections, but isapplicable to turbojets and turboshaft engines as well.

To the extent not already described, the different features andstructures of the various embodiments can be used in combination, or insubstitution with each other as desired. That one feature is notillustrated in all of the embodiments is not meant to be construed thatit cannot be so illustrated, but is done for brevity of description.Thus, the various features of the different embodiments can be mixed andmatched as desired to form new embodiments, whether or not the newembodiments are expressly described. All combinations or permutations offeatures described herein are covered by this disclosure.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they have structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A hanger for a turbine engine comprising: a firstsurface confronting a cooling airflow; a second surface facing a heatedairflow; a third surface radially outward of the first surface; acyclonic separator with a cyclone body at least partially defined by thethird surface and having a dirty air inlet, a clean air outlet, and ascavenge outlet positioned radially outward of the clean air outlet; anda cooling air circuit having a cooling air inlet on the first surfaceand a cooling air outlet on the second surface and extending through thecyclonic separator between the dirty air inlet and the clean air outlet.2. The hanger of claim 1 wherein the dirty air inlet is positionedradially outward of the clean air outlet.
 3. The hanger of claim 1,further comprising multiple cyclonic separators and multiple cooling aircircuits each extending through corresponding multiple cyclonicseparators.
 4. The hanger of claim 1 wherein the cyclone body furthercomprises a conical portion, a cylindrical portion, and a centerline. 5.The hanger of claim 4 wherein both the conical and cylindrical portionsare aligned with the centerline.
 6. The hanger of claim 5 wherein theclean air outlet is aligned with the centerline.
 7. The hanger of claim4 wherein at least one of the dirty air inlet or the clean air outletare located in the cylindrical portion.
 8. The hanger of claim 7 whereinthe scavenge outlet is located in the conical portion.
 9. The hanger ofclaim 4 further comprising a diagonal load brace, wherein the centerlineof the cyclonic separator is parallel with the diagonal load brace. 10.The hanger of claim 1, further comprising an inlet conduit extendingthrough the first surface and fluidly coupling the cooling air inlet tothe dirty air inlet.
 11. The hanger of claim 1, further comprising anoutlet conduit extending through the second surface and fluidly couplingthe clean air outlet and the cooling air outlet.
 12. The hanger of claim1, further comprising a monolithic body having the first surface, secondsurface, third surface, and cyclonic separator.
 13. A shroud and hangerassembly for a turbine engine comprising: a hanger, comprising: a firstsurface confronting a cooling airflow; a second surface facing a heatedairflow; a third surface radially outward of the first surface; acyclonic separator with a cyclone body at least partially defined by thethird surface and having a dirty air inlet, a clean air outlet, and ascavenge outlet positioned radially outward of the clean air outlet; anda cooling air circuit having a cooling air inlet on the first surfaceand a cooling air outlet on the second surface and extending through thecyclonic separator between the dirty air inlet and the clean air outlet;and a shroud, comprising: an inner surface confronting the secondsurface of the hanger; a heated surface facing the heated airflow; and ashroud cooling circuit fluidly coupled to the cooling air circuit andextending through the shroud between a shroud inlet on the inner surfaceand a shroud outlet on the heated surface.
 14. The shroud and hangerassembly of claim 13 wherein the dirty air inlet is positioned radiallyoutward of the clean air outlet.
 15. The shroud and hanger assembly ofclaim 14 wherein the cyclone body further comprises a conical portionand a cylindrical portion.
 16. The shroud and hanger assembly of claim15 wherein the shroud inlet is fluidly coupled to the clean air outletat the cylindrical portion.
 17. The shroud and hanger assembly of claim15 wherein the scavenge outlet is located at the conical portion andfluidly separated from the shroud cooling circuit.
 18. The shroud andhanger assembly of claim 14 further comprising a baffle positionedbetween the first surface of the hanger and the inner surface of theshroud and defining at least one of a pre-impingement cavity or apost-impingement cavity.
 19. A turbine engine including a compressor, acombustor, and a turbine in axial flow arrangement, comprising: a cooledcomponent having an interior cooling passage and a heated surface facinga heated airflow; and a hanger, comprising: a first surface confrontinga cooling airflow; a second surface facing the heated airflow; a thirdsurface radially outward of the first surface; a cyclonic separator witha cyclone body at least partially defined by the third surface andhaving a dirty air inlet, a clean air outlet, and a scavenge outletpositioned radially outward of the clean air outlet; and a cooling aircircuit fluidly coupled to the interior cooling passage, the cooling aircircuit having a cooling air inlet on the first surface and a coolingair outlet on the second surface and extending through the cyclonicseparator between the dirty air inlet and the clean air outlet.
 20. Theturbine engine of claim 19 wherein the cooled component comprises aportion of a casing surrounding at least one of the compressor, thecombustor, or the turbine.